1999 Dodge Ram - Project Baja Bomber, Part 1

The DTT output shaft shown on the left is vital for customers who plan to drag race and launch their trucks in 4WD. The design utilizes every bit of space available for extra beef. Notice the added thickness of the shaft material on the base of the DTT unit as compared to the stock output shaft on the right.

Notice the cross-hatching on the case, where the valvebody seals against the transmission. This is a poor surface to seal against without a gasket, as Chrysler engineers designed it. At DTT the surface is treated and if required, a custom-made gasket is used to prevent leakage.

Shown here are the various billet pistons available from DTT. These pistons, along with the pressure plate, change the OEM four friction materials to five friction materials. When combined with increased valvebody pressures, these changes increase the third-gear holding capacity by more than 40 percent over the factory setup.

These parts have vital design differences; using billet materials ensures longevity.1) DTT accumulator piston (billet aluminum)2) Stock accumulator piston (plastic)3) Stock band anchor (cast steel)4) DTT band anchor (billet steel)5) Stock band strut (spring steel)6) DTT band strut (billet steel)7) Stock second-gear lever (cast steel)8) DTT 4.4 lever (billet steel)

Bill recently introduced the DTT billet drum, engineered to prevent uneven wear during the apply cycle of the piston. Notice the two slots machined in the center of the DTT drum (arrow). The OEM cast-iron drum has a single slot, which causes the piston to wear unevenly. The DTT billet drum also increases the surface area by 67 percent. With the OEM drum and the DTT billet piston, you can upgrade to a five-clutch pack. This new drum also enables Bill to change the OE factory friction clutches from four to six. This, combined with the higher-pressure valvebodies, increases the holding capacity by more than 2.5 times over that provided by the OEM system.

Details like these are what make a transmission last longer. These are the seals DTT uses to prevent ATF from bypassing the accumulator and front servo pistons. These seals are made from Teflon and feature a stepped seam. These seals allow for complete sealing as materials heat up and expand. The OEM seals are made from steel, one is shown underneath the DTT upgrade.

To ensure against leakage, the torque-converter freeze plugs were staked, and then sealed with silicone. Specific torque settings are carefully adhered to and each transmission is thoroughly built according to specs determined by customer profile sheets generated for each truck. Each customer's needs vary, so every DTT transmission is custom-tailored.

Once all the new components were installed in the transmission, it was time to observe the valvebody build process. Again, working from a custom profile sheet, the valvebody builder assembles each unit using custom springs and valve combinations to achieve the driveability required by the customer.

After final assembly, the valvebody then undergoes three separate testing and calibration processes before it is deemed ready to be installed or shipped. Once our valvebody was mounted to the transmission, it was retested on the assembled transmission before being installed. Specific pressures were recorded and then the unit was serialized.

DTT uses only Mag-Hytec pans on its transmissions for its increased fluid capacity and its aluminum construction, which offers enhanced cooling abilities. We chose to use the Mag-Hytec regular version of the pan, which offers an additional 1.5-quart fluid capacity over stock.

The transmission was installed back into the truck and two electrical modules were interfaced with the PCM. One is called a voltage regulator designed to trick the PCM into thinking that it's seeing factory pressures, while in actuality it is allowing the transmission the benefits of the higher pressure DTT valvebody. The other electrical module is the DTT noise filter. It filters electrical noise, which can cause symptoms such as the transmission shifting in and out of gear, or the torque converter locking and unlocking.

This torque converter is from DTT and features furnace-brazed fin structures. This is considered the best method of construction for torque converters because it allows better efficiency and consistent weight distribution.

This torque converter is from another manufacturer and is spot-welded together. These welds would likely be the first part to fail under load.